Railway-rail anchor



J. HYLE ET AL RAILWAY RAIL ANCHOR Feb. 12, 1929. 1,702,210

Original Filed Jan. 4 1928 Iwwerdbrs:

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Patented Feb. 12, 1929.

UNITE-o stares PATENT- -GFFICE.-

JACOB A. HYLE AND CLARENCE R. KEATLEY, 0F ATLANTIC CITY, NEW JERSEY, AS-

, SIGNQRS TO CONTINENTAL RAILWAY SUPPLY CORPORATION, A GQRIORATION OF DELAWARE;

RAILWAY-RAIL ANCHOR.

Application filed January 4, 1928, Serial No. 244,456. Renewed December 8, 1928.

This invention pertains to new and novel improvements in one-piece rail anchors or anti-creepers especially designed to be secured to the base portion of railway track rails and inengagement with stationary parts of the railway road bed for the purpose of preventing longitudinal displacement of the rails during the travel of the rolling stock thereover. j

The prime object of the invention is to provide a novel, simple,- durable, economical, practical, and thoroughly efiicient anchor from a single pieceof high grade spring steel of suitable dimensions and possessing maximum strength,which may be easily and readily applied tothe base of a track rail and securely maintained in its proper operative position thereon, and which will always efiectively grip and clamp the track rail and 00-" operate with a stationary part of the road bed to prevent the track rail from creeping.

' construct our improved device that it Will.

Another object of the invention is to so always maintain an extremely tight grip and efi'ective frictional engagement with the track rail under any and all conditions of service.

Further objects of the invention are to so construct this novel rail anchoring device that it will successfully resist creepingof the track rail; that it may be easily removed and; re-applied any numbermof times, and at the same time retain, its effective tension and,

i i grippingpower; that it provides the desired ixbroad bearing surface contact with therailthe tie andinto the road ballast, and-is so .way tie and dependstot-he middle portion of shaped where it enters the/road ballast that the vibration and Wave motion of the track rail will push or force the ballast apart so that it will notbein constant contact with said ballast thereby avoiding interference I with the railway electric signal system nowemployed; that it possesses the-desired and intense gripping action isjimparted thereto.

The foregoing and such other objects as may appear from the ensuing description are attainedby the construction, arrangement, lo

I operative position.

one edge of the track rail in the position it assumes before being secured to the opposite edge of the rail, and showing the trackrail in cross-section and in side elevation a railway tie broken away. 1

Figure 2 isia similar view of our device showing it appliedto the track rail in its Figure 3is a plan viewof the device removed from, the rail, and i "J Figure 4 isv an end view of the same;

In the embodiment of our-invention as. illustrated, the numeral 1 designates arailway track rail and 2 an underlying cross-tie forming a stationary part of the road bed and supporting the rail 1, the said rail having a ten dencyto creep, when subjected to the intense strain caused by the passage of'the rolling stock thereove Our novel and improved rail anchor is formed from any suitable or=desirable metal,

but is preferably formed from a single'piece or flat bar of high carbon spring steel of the desired or required dimensions, and may be of any desired thicknessor width, said anchorbeing provided with a jaw member 3 Twhich is adapted to overlap and clampthe inclined upper face of the rail base, the said jaw member being formed or bent comparatively closeto the body portion at the point 4 so that when it is forced on the rail the jaw 8 will springupwardly and at the same time "maintain an intensely tight grip on the inclined surfaceof the rail base the jaw being slightly, weakened l by. .the' transverse recess formed in its upper surface at 5 to furnish the desired resiliency or spring effect to insure a strong and firmi'grip to the rail. The upper surface of the said jaw is also PIOVldGd with a longitudinal depression in recess 6 formed by the die thereby spreading the jaw and widening it at 7 and thus imparting more resiliency to the jaw to permit either point 8 of said jaw to move upwardly along the inclined surface of the rail base under the strain of forcing the anchor upon the track rail.

It will be perceived that the jaw and body portion 9 are widened to the point lO while the remainder of the anchor from the said portion 10 to the outer end portion 11 is compressed and narrowed. The widened thickened body portion rests against the cross-tie forming the desired broad bearing surface for the portion in contact with the crosstie to prevent cutting into the tie, while the other portion of the anchor terminating with the outer upright end portion is normally out of contact with the said cross-tie, said jaw member being slightly widened and reinforced at 12, where great strength is desired and required.-

The body portion of the anchor is formed with a downwardly extended spring port-ion 13 terminating about midway of the height of the cross-tie, thereby preventing any tendency of the tie to rock sidewise when intense strain is imparted thereto, thus insuring greater stability and unity of the parts.

The lowermost depending end portion of the anchor is so shaped where it projects into the track ballast that the vibration and wave motion of the rail during the passage of the rolling stock over the rail will cause said end portion to push the ballast apart thus preventing constant contact of the anchor with the ballast and thereby avoiding interen ence with the usual railway electric signaling systems now employed.

In applying our novel anchor to the rail it is slmply necessary for the trackmen or employee to strike the anchor at 14 with a spike maul or suitable hannner two or more blows which forces the anchor on the rail, then by striking it a blow at 15 will cause.

the free end of the anchor shown at 11 in Fig. 1 to move outwardly and to tightly snap over and grip the other edge of the rail base in its operative position, as clearly shown in Fig. 2 of the drawings. 7

It will be seen that the anchor is recessed or depressed at 16 and 17 by any suitable means during the process of formation, thereby turnishing the desired and required resiliency and spring action, and the said anchor can be readily removed by striking a downward blow on the upper surface of its end 11, when immediately the spring tension of the body portion will react rearwardly, or a special tool is provided. for releasing the gripping end portion 11, then by striking the jaw portion at each side thereof until the gripping power of the jaw is released, the anchor will drop oil.

It is well known that many rail anchors become loose after installation due mainly to corrosion. However, in this particular construction there is always sutlicient resiliency. to compensate for such corrosion thereby insuring greater longevity.

The outer free end of the anchor normally extends in a horizontal plane above the lower level of the base portion of the jaw, so that when the anchor is adjusted to the track rail there will be continuous pressure upwardly, by the said end against the lower face of the track rail, hence when a blow is struck against the outer face of the depending body portion at 15, the outer end portion will be caused to immediately snap upwardly and tightly grip and clamp the edge of the rail base, and is always maintained in such position due to the high spring tension exerted by the body portion and the particular construction of the anchor and owing to the continuous upward pressure of its outer end there is no possibility of the anchor loosening or dropping otl from any cause whatsoever.

Having thus described our invention what we claim and desire to secure by Letters Patent is:

1. A single piece rail anchor comprising a metallic bar formed with a jaw member provided with a transverse recess and a longitudinal depression, said jaw being widened at its ends and reinforced, a widened depend ing body portion, and a narrowed portion extending from the lowermost end of the depending portion to its outer end portion.

2. A single piece rail anchor comprising a steel bar formed with ajaw member at one end provided with a transverse recess and a longitudinal depression, a thickened and widened depending portion in contact with a cross-tie, a narrowedportion extending from the lower end of the depending portion to its other end, and a depressed portion formed between the lower end of the depending por tion and the jaw member.

3. A single piece rail anchor comprising a metallic bar formed with a jaw member at one end having a transverse recess and a longitudinal depression and a widened end, a depending widened body portion, a narrowed portion extending from the lower end of the depending portion to its other end, a depressed portion intermediate the depending portion and jaw member, and a recessed portion intermediate the body portion and its other end.

4:. A single piece rail anchor comprising a metallic bar formed with a jaw member at one end having atransverse recess and'a longitudinal depression termed therein, a reinforced portion and widened at its end, a thickened and widened depending body portion, a narrowed portion extending from the depending portion to its other end, a depressed portion intermediate the body portion andsaid jaw, and a recessed portion intermediate the lower end of the depending portion and its other end.

5. A single piece rail anchor comprising a 5 metallic bar formed with a jaw member at one end, said jaw member being provided with a transverse recess, a longitudinal coneshaped depression, a widened end portion and a reinforced portion, a depending body por tion, an upright portion at its other end, a depressed portion intermediate the body portion and the jaw memberand a depression intermediate the body portion and its outer end.

JACOB A. HYLE. CLARENCE R. KEATLEY. 

